Automatic and rapid emergency method and system for elevator emergency, medium and product

Abstract

The invention discloses an elevator emergency automatic rapid first-aid method and system, a medium and a product. The method comprises the following steps: firstly, positioning a fault part by acquiring operation data and vibration data of an elevator car in real time, and then adopting different processing modes according to the type of the fault part: calculating and adjusting the operation parameters of the fault part of which the operation parameters can be adjusted; the method comprises the following steps of: analyzing a vibration curve of an elevator car through vibration data for a fault component of which the operating parameters cannot be adjusted, calculating a braking force value by combining the weight of the car and the vibration data, and applying the braking force along the opposite direction of a main vibration direction at the moment when the vibration amplitude and frequency synchronously enter an attenuation stage from a peak value. And finally finishing the leveling operation. According to the technical scheme, the safety risk caused by continuous operation of the elevator in the vibration state can be effectively avoided, the panic emotion of passengers caused by continuous shaking of the lift car is avoided, and meanwhile the risk that the passengers in the elevator collide and fall down is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of elevator safety protection, and in particular to an automatic rapid first aid method, system, medium and product for elevator emergency situations. Background Art

[0002] Elevators are key vertical transportation tools in modern buildings, and ensuring their safe operation is paramount. During daily operation, abnormal cabin vibration is a warning sign that requires high vigilance. Vibration can be caused by equipment issues within the elevator itself or by external environmental disturbances, such as earthquakes or improper passenger behavior within the cabin. When vibration occurs, the elevator's stable operation is disrupted. Improper handling can exacerbate damage to the equipment itself and potentially threaten the safety of passengers.

[0003] In existing technology, when the system detects parameter anomalies caused by vibration, it initiates a pre-set automatic rescue procedure. This procedure's main function is to immediately interrupt the elevator's normal operation and execute a "nearest stop" command, controlling the elevator to travel at a lower speed to the nearest floor. Once leveled, the elevator doors open and passengers are guided to evacuate.

[0004] However, when the elevator car begins to vibrate noticeably, this indicates that some of its mechanical components or motion state are unstable. If the control system continues to drive the elevator, the car will continue to move to the destination floor in an unstable, vibrating state, and passengers will continue to experience a shaky environment. This vertical movement, accompanied by continuous horizontal or vertical vibration, creates a complex, irregular motion, exacerbating passengers' panic and physical discomfort, and increasing the risk of falls and collisions due to unstable footing. Summary of the Invention

[0005] The present application provides an automatic rapid first aid method, system, medium and product for elevator emergency situations, which are used to solve the technical problem of an elevator car continuing to operate in an unstable state caused by vibration, thereby reducing the risk of accidents to passengers in the elevator.

[0006] In the first aspect, the present application provides an automatic and rapid first aid method for elevator emergencies, including: obtaining the operation data and vibration data of the elevator car, the operation data including the weight of the elevator car, the position of the elevator car and the operation parameters of each component, and the vibration data including the vibration frequency, vibration direction, and vibration amplitude; matching the operation data with a preset fault feature library to determine the faulty component, the preset fault feature library stores a database of typical data features of faults of different components; judging whether the faulty component can automatically adjust its operation parameters according to the type of the faulty component; if so, calculating and adjusting the operation parameters of the faulty component based on the operation data and the vibration data , so that the real-time vibration amplitude and real-time vibration frequency of the elevator car are reduced to a preset safety range; if not, based on the vibration data, the vibration amplitude peak value and the corresponding vibration frequency of the elevator car are determined, and a vibration amplitude change curve is generated; according to the vibration amplitude peak value, the corresponding vibration frequency and the weight of the elevator car, the braking force value for suppressing the shaking of the elevator car is calculated; based on the vibration amplitude change curve and the change trend of the vibration frequency, at the moment when the vibration amplitude weakens from the peak value to the preset vibration threshold, the braking force value is applied to the elevator car along the main vibration direction; the elevator car is moved to the floor closest to the elevator car position and stops running.

[0007] By employing the above-mentioned technical solutions, this application establishes a dual-path, hierarchical emergency response mechanism. First, by acquiring comprehensive elevator operational data and multi-dimensional vibration data and accurately matching them with a fault signature database, the control system can quickly locate the root cause of the fault. Next, different handling methods are adopted based on the type of faulty component: for faulty components whose operating parameters can be adjusted, the operating parameters are calculated and adjusted. For faulty components whose operating parameters cannot be adjusted, the vibration data is used to analyze the elevator car vibration curve. The braking force value is calculated based on the car weight and vibration data. When the vibration amplitude and frequency simultaneously enter the decay phase from the peak, this braking force is applied in the opposite direction of the primary vibration direction, effectively reducing the vibration of the elevator car. Finally, the elevator car is leveled at the nearest floor, and passengers are evacuated. The various technical approaches interact with each other, locating the faulty component by analyzing the collected data. Differentiated processing ensures targeted vibration suppression. Braking force control and dynamic stopping work in tandem to reduce sustained, large vibrations in the elevator car, avoiding the risk of panic among passengers and injuries such as falls and collisions caused by unstable footing. This improves passengers' sense of security and their actual personal safety during sudden vibrations.

[0008] In combination with some embodiments of the first aspect, in some embodiments, based on the operating data and the vibration data, the operating parameters of the faulty component are calculated and adjusted to reduce the real-time vibration amplitude and real-time vibration frequency of the elevator car to a preset safety range, specifically including: calculating the force value between the faulty component and the adjacent components based on the operating parameters of each component and the connection relationship between each component, the connection relationship including the stiffness coefficient, structural characteristics and connection distance; calculating the vibration transfer coefficient between the faulty component and the adjacent components based on the vibration data and the connection relationship between each component, the vibration transfer coefficient representing the attenuation characteristics of the vibration on the transmission path; determining the affected adjacent components in combination with the force value and the vibration transfer coefficient; assigning different weight coefficients to the force value and the vibration transfer coefficient, calculating the priority scores of the faulty component and the affected adjacent components, and prioritizing the priority scores; adjusting the operating parameters of the components one by one based on the priority ranking until the real-time vibration amplitude and real-time vibration frequency are reduced to within the preset safety range.

[0009] By employing this technical solution, the force values ​​and vibration transfer coefficients of the faulty component and adjacent components are first calculated to clearly define the fault's impact range. The affected components are then determined by combining these two factors, ranked by weight, and the operating parameters of the faulty and affected components are adjusted accordingly. The force values ​​reflect mechanical effects, while the vibration transfer coefficients reflect vibration propagation. Prioritizing ensures that the operating parameters of key components are adjusted first, ensuring that adjustments are made to both the faulty component and all affected components. After these adjustments are made, the operational performance is verified, effectively preventing the spread of the fault, improving vibration suppression efficiency, and ensuring the stability of the elevator car.

[0010] In combination with some embodiments of the first aspect, in some embodiments, the operating parameters of the components are adjusted one by one based on the priority sorting until the real-time vibration amplitude and the real-time vibration frequency are reduced to a preset safety range, specifically including: adjusting the operating parameters of the components one by one based on the priority sorting, and obtaining the real-time vibration data of the component after each adjustment of the component parameters; judging the validity of the adjusted operating parameters based on whether the real-time vibration data is within the preset safety range; if so, determining that the adjusted operating parameters are valid data; if not, restoring the operating parameters of the component to the data before adjustment, classifying the component as a component whose operating parameters cannot be automatically adjusted, and adjusting the next component.

[0011] By adopting the above technical solution, a critical closed-loop verification and fault-tolerance mechanism is introduced to the parameter adjustment process. When adjusting component parameters according to priority, the control system immediately obtains real-time vibration feedback for each component and compares it with the preset safety range to instantly verify the effectiveness of the adjustment. If the adjustment is effective, the parameter is fixed; if it is ineffective or even worsens the vibration, the control system immediately restores the parameter to its pre-adjustment state and removes the component from the list of adjustable parameters. This design ensures the safety and stability of the entire self-healing process, avoids the risk of fault expansion due to incorrect adjustments, and ensures that the adjustment process always proceeds in the direction of reducing vibration, greatly enhancing the robustness and error-correction capabilities of the entire control system.

[0012] In combination with some embodiments of the first aspect, in some embodiments, based on the vibration data, the vibration amplitude peak value and the corresponding vibration frequency of the elevator car are determined, and a vibration amplitude change curve is generated, specifically including: obtaining the acceleration components of the elevator car in three axes, and using the vibration amplitude formula to calculate the instantaneous vibration amplitude of the elevator car, the three axes include X-axis, Y-axis, and Z-axis; arranging the instantaneous vibration amplitude in chronological order to generate time series data of the vibration amplitude; based on the vibration data, extracting the peak point of the vibration amplitude from the time series data, and determining the vibration frequency corresponding to the peak point; sorting and interpolating the time series data to generate a vibration amplitude change curve, the vibration amplitude change curve has time as the horizontal axis and the vibration amplitude as the vertical axis.

[0013] By employing this technical solution to acquire triaxial acceleration components, the control system can fully capture the elevator car's operating and vibration states in three-dimensional space, ensuring the integrity of the data source. Next, by calculating the instantaneous vibration amplitude and arranging it in time series, extracting the peak points and performing interpolation processing, a smooth "vibration amplitude change curve" is generated. This curve records the vibration peak points and fully presents the entire process of vibration generation, development, peaking, and attenuation. This provides the essential data foundation for the subsequent precise calculation of braking force and the determination of the optimal time to apply braking force, transforming subsequent intervention from a vague reaction to precise control based on accurate data analysis.

[0014] In combination with some embodiments of the first aspect, in some embodiments, after the step of calculating the braking force value for suppressing the shaking of the elevator car based on the vibration amplitude peak, the corresponding vibration frequency and the weight of the elevator car, the method also includes: obtaining the wear value of the guide rail, and calculating the wear correction coefficient based on the proportional relationship between the wear value and the preset maximum allowable wear threshold; obtaining the acceleration of the elevator car, and calculating the vibration force value of the elevator car during the movement in combination with the weight of the elevator car; and calculating the corrected braking force value based on the braking force value, the vibration force value and the wear correction coefficient.

[0015] By adopting the above technical solution, the key variable "wear correction coefficient" is introduced. By incorporating the real-time wear of the guide rail into the calculation, the deviation between theory and practice caused by factors such as equipment aging and friction changes is compensated. At the same time, by calculating the "vibration force value" during the movement of the car, the inertia of the car itself is quantified and taken into consideration. Ultimately, the basic braking force value, the wear correction coefficient representing the equipment status, and the vibration force value representing the dynamic inertia are combined to calculate the "corrected braking force value", which can better suppress the vibration of the elevator car. This ensures that the braking operation can not only ensure the effect, but also avoid secondary impacts caused by excessive force, or suppression failure due to insufficient force, thereby significantly improving the effectiveness and safety of the braking measures.

[0016] In combination with some embodiments of the first aspect, in some embodiments, based on the vibration amplitude change curve and the change trend of the vibration frequency, at the moment when the vibration amplitude weakens from the peak to the preset vibration threshold, the braking force value is applied to the elevator car along the main vibration direction, specifically including: extracting the main vibration direction, peak value and vibration amplitude change trend from the vibration amplitude change curve, and determining the braking force action direction, which is the opposite direction of the main vibration direction; extracting the change law of the frequency peak and the frequency attenuation stage from the vibration frequency change trend; determining the time point when the vibration amplitude and the vibration frequency simultaneously enter the attenuation stage from the peak based on the vibration amplitude change trend and the change law of the frequency attenuation stage; at this time point, applying the braking force value to the elevator car along the braking force action direction.

[0017] By employing this technical solution, the vibration curve is analyzed to determine the primary vibration direction, and the braking force is applied in the opposite direction, ensuring the most efficient energy cancellation. By simultaneously analyzing the changing trends of vibration amplitude and frequency, the solution determines the point in time when both "simultaneously enter the attenuation phase." This is the "inflection point" where the kinetic and potential energies of the control system begin to decrease simultaneously. External intervention at this point can achieve the greatest vibration suppression effect. This precise grasp of timing not only greatly improves braking efficiency, but also minimizes the impact on passengers throughout the process, achieving fast, efficient, and smooth stability control.

[0018] In combination with some embodiments of the first aspect, in some embodiments, before the step of moving the elevator car to the floor closest to the position of the elevator car and stopping operation, the method also includes: obtaining feedback vibration data of the elevator car after applying the braking force value in real time, and continuously comparing the feedback vibration data with the preset safety range to determine whether the elevator car is finally in a stable state; if not, using the feedback vibration data as new vibration data and recalculating the braking force value until the feedback vibration data is within the preset safety range; if so, determining that the braking force value is the final braking force value.

[0019] By adopting this technical solution, real-time feedback data is obtained after braking force is applied. This data is compared with the safe range to determine stability. If stability is not achieved, the braking force is recalculated and applied to the elevator car until it stabilizes, and this braking force is used as the final braking force. This closed-loop feedback mechanism dynamically adjusts the braking force to account for changes in vibration, ensuring the car is stable before stopping, preventing secondary sway, ensuring safe evacuation, and improving the reliability of the emergency process.

[0020] In a second aspect, the present application provides an automatic rapid first aid system for elevator emergencies, comprising one or more processors and a memory; the memory is coupled to the one or more processors, the memory being used to store computer program code, the computer program code comprising computer instructions, the one or more processors calling the computer instructions to enable the automatic rapid first aid system for elevator emergencies to execute the method described in the first aspect and any possible implementation of the first aspect.

[0021] In a third aspect, the present application provides a computer-readable storage medium comprising instructions, which, when executed on an automatic rapid first aid system for an elevator emergency, causes the automatic rapid first aid system for an elevator emergency to execute the method described in the first aspect and any possible implementation of the first aspect.

[0022] In a fourth aspect, the present application provides a computer program product, which, when run on an elevator emergency automatic rapid first aid system, enables the elevator emergency automatic rapid first aid system to execute the method described in the first aspect and any possible implementation of the first aspect.

[0023] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages: 1. The system uses real-time collection of operation and vibration data to fully perceive the status, accurately locates faulty components through a fault feature library, and adopts differentiated processing strategies for parameter optimization and precise application of braking force for automatically adjustable and non-automatically adjustable faulty components, and simultaneously guides the car to the nearest floor while the vibration continues to decrease. This effectively solves the technical problem of the existing technology in which the elevator car continues to operate in an unstable state caused by vibration, thereby achieving the technical effect of completing safe parking while suppressing vibration, reducing the risk of passenger accidents, and improving the safety assurance capability of the elevator in emergency situations.

[0024] 2. Due to the technical means of calculating the force values ​​and vibration transfer coefficients of the faulty component and adjacent components to clarify the scope of influence, combining the two to determine the affected components, calculating the priority through weight coefficients and adjusting the parameters in sequence, the technical problems of insufficient assessment of the impact around the faulty component and lack of targeted adjustment in the existing technology, which lead to poor vibration suppression effect, are effectively solved. The technical effect of accurately locking the key components that need to be adjusted, preventing the spread of faults, and improving the vibration suppression efficiency and stability of the control system is achieved.

[0025] 3. Due to the technical means of obtaining the acceleration components of the three axes of the elevator car to calculate the instantaneous vibration amplitude, generating time series data and extracting the peak value and corresponding frequency, and generating the vibration amplitude change curve through sorting and interpolation, it effectively solves the technical problems of the existing technology in that the vibration characteristics are not fully captured and the vibration laws cannot be accurately analyzed. It then achieves a comprehensive and accurate grasp of the vibration process and key characteristics, provides a reliable basis for the subsequent braking force calculation and braking timing judgment, and improves the accuracy of vibration analysis. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a flow chart of an automatic rapid first aid method for an elevator emergency in an embodiment of the present application; Figure 2 This is another flow chart of the automatic rapid first aid method for an elevator emergency in an embodiment of the present application; Figure 3 This is a hardware structure diagram of the automatic rapid emergency rescue system for elevator emergencies in an embodiment of the present application. DETAILED DESCRIPTION

[0027] The terms used in the following examples of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification and appended claims of this application, the singular expressions "a," "an," "said," "above," "the," and "this" are intended to include plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in this application refers to any or all possible combinations comprising one or more of the listed items.

[0028] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of the technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "plurality" means two or more.

[0029] For ease of understanding, the following describes the process of the method provided by this implementation. Figure 1 , which is a flow chart of the automatic and rapid first aid method for elevator emergency situations in an embodiment of the present application.

[0030] 101. Obtain operation data and vibration data of the elevator car. The operation data includes elevator car weight, elevator car position, and operating parameters of various components. The vibration data includes vibration frequency, vibration direction, and vibration amplitude.

[0031] Operational data refers to a collection of various parameters used to reflect the real-time operating status of the elevator car. The elevator car weight refers to the total weight of passengers and cargo currently in the car. The elevator car position refers to the specific location of the car in the hoistway. The operating parameters of each component refer to the technical indicators of the elevator's core components during operation, including but not limited to the traction machine speed, motor current, guide rail lubrication status, wire rope tension, speed limiter operating parameters, etc. Vibration data refers to a collection of parameters that describe the vibration characteristics of the car. The vibration frequency refers to the number of times the car vibrates per unit time, measured in Hertz (Hz). The vibration direction refers to the main spatial direction of the car vibration, including horizontal (such as left and right, front and back) and vertical (such as up and down). The vibration amplitude refers to the maximum distance the car deviates from the equilibrium position when vibrating, measured in millimeters (mm) or meters (m), and is used to measure the intensity of the vibration. Specifically, during normal elevator operation, the control system collects real-time data from sensors installed on the car and key components. A weight sensor, installed at the bottom of the car, continuously monitors changes in car weight and transmits this data to the control system. Position detection devices (such as encoders linked to the hoisting machine, or magnetic scales or photoelectric switches in the hoistway) track the car's position in real time and generate position signals. Sensors in components such as the hoisting machine, motor, and speed limiter collect their respective operating parameters, such as hoisting machine speed via a speed sensor and motor current via a current sensor. Furthermore, multi-axis accelerometers installed on or within the car capture vibration signals in real time. The control system aggregates and pre-processes these operating and vibration data (e.g., filtering and denoising) to provide raw data for subsequent fault diagnosis. This step is performed throughout the entire elevator operation, ensuring real-time monitoring of the car's status. If vibration data is detected outside the normal fluctuation range, the subsequent fault handling process is immediately triggered.

[0032] 102. Match the operating data with a preset fault feature library to determine the faulty component. The preset fault feature library stores a database of typical data features of faults of different components.

[0033] The preset fault feature library refers to a database pre-built and stored in the control system, which contains the typical operating data characteristics of various elevator components when a fault occurs. These characteristics are summarized through a large number of fault case analyses, laboratory simulation tests and theoretical calculations; the typical data characteristics of different component faults refer to the unique change patterns or abnormal value ranges of the operating parameters when a specific component fails. For example, wear of the traction machine bearing will cause increased speed fluctuations and abnormally high motor current, and uneven wire rope tension will manifest as vibration peaks of specific frequencies. The faulty component refers to the specific elevator component that causes car vibration, determined through data matching. Specifically, after acquiring preprocessed operating data, the control system initiates the fault matching process. A pre-set fault signature library stores operational characteristic parameters for various fault types, categorized by component type (e.g., traction motor, guide rail, wire rope, speed governor, door operator, etc.). For example, for a guide rail jam, the signature library stores characteristics such as "when the guide rail is poorly lubricated, the elevator car vibration amplitude gradually increases with operating time, and the vibration frequency is positively correlated with the elevator car speed." For a traction motor fault, the signature library stores characteristics such as "abnormal motor current fluctuations, accompanied by vibration peaks at specific frequencies (e.g., 50Hz)." The control system compares the real-time operating data (e.g., operating parameters of each component) with the features in the fault signature library one by one, calculating the matching degree using similarity algorithms (e.g., cosine similarity or Euclidean distance). When the matching degree between a fault signature model and the real-time data exceeds a preset threshold (e.g., 85%), the control system determines that the component corresponding to that model is a faulty component.

[0034] 103. Determine, based on the type of the faulty component, whether the operating parameters of the faulty component can be adjusted.

[0035] The type of faulty component refers to the category divided according to the function and structural characteristics of the component, which can be divided into adjustable components and non-adjustable components. Adjustable components usually have parameter adjustment functions such as electric adjustment, hydraulic adjustment or program control, while non-adjustable components do not have the ability to adjust parameters autonomously; automatic adjustment of operating parameters refers to the process in which the faulty component, under the instruction of the control system, changes its key operating parameters (such as speed, tension, pressure, etc.) through its own adjustment mechanism or program settings to improve its working condition and reduce vibration.

[0036] Specifically, after identifying a faulty component, the control system accesses a component attribute database, which records the technical attributes of each elevator component, including whether its operating parameters can be adjusted by the control system and the range of adjustable parameters. For example, if the traction motor, as a core drive component, has its operating parameters stored in the control system, it is considered an adjustable component, improving operational stability by adjusting output speed and torque. Some advanced guide rails can automatically adjust lubricant supply based on operating parameters and are also adjustable components. However, failures of components such as guide rails, wire ropes (if not equipped with automatic tension adjustment devices), and car structural components are often caused by mechanical wear, deformation, or physical damage, and cannot be restored to normal through parameter adjustment. These components are considered non-adjustable components. The control system determines whether the faulty component has automatic adjustment capabilities based on the information marked in the attribute database. If the component information contains the "supports automatic parameter adjustment" flag and the corresponding adjustment mechanism is operating normally (confirmed by a status sensor), the control system determines "yes." Otherwise, if the component lacks automatic adjustment capabilities or the adjustment mechanism has failed, the control system determines "no." This step is executed immediately after the faulty component is determined. The judgment result directly determines the subsequent processing path. If automatic adjustment is possible, proceed to step 104; if not, proceed to step 105 to ensure the pertinence and effectiveness of the fault handling.

[0037] 104. Calculate and adjust the operating parameters of the faulty component based on the operating data and the vibration data, so that the real-time vibration amplitude and real-time vibration frequency of the elevator car are reduced to a preset safety range.

[0038] The preset safety range refers to the vibration parameter range pre-set by the control system to ensure the safe operation of the elevator car, including the safety threshold of vibration amplitude and the safety threshold of vibration frequency. This range is determined based on elevator safety standards, human comfort requirements and equipment operation stability tests. For example, the vibration amplitude safety threshold may be set to ≤0.5mm, and the vibration frequency safety threshold may be set to ≤5Hz. Specifically, once the control system determines that the operating parameters of the faulty component can be adjusted, it immediately performs parameter optimization. It first analyzes the correlation between real-time operating and vibration data and the faulty component. For example, if the faulty component is a hoisting machine, and the vibration data indicates vertical car vibration caused by hoisting machine speed fluctuations, the control system focuses on analyzing the correlation between the hoisting machine speed, motor current, vibration amplitude, and frequency. The control system then uses a pre-set parameter adjustment algorithm (such as a PID control algorithm or a fuzzy control algorithm) to calculate the optimal operating parameters for the faulty component, aiming to reduce the vibration amplitude and frequency to a preset safety range. For example, for hoisting machine speed fluctuations, the algorithm might calculate the required speed correction value based on the current speed deviation and the rate of change of vibration amplitude. For vibration caused by poor guide rail lubrication, the algorithm might calculate the optimal lubricant supply quantity and frequency based on the vibration frequency and amplitude. Once the parameter calculations are complete, the control system sends control commands to the faulty component's regulating mechanism, such as a new speed command to the hoisting machine's variable frequency controller and a flow adjustment signal to the guide rail pump. During the parameter adjustment process, the control system monitors the car's vibration data and changes in the operating parameters of the faulty component in real time. Using a closed-loop feedback mechanism, it continuously optimizes and adjusts the instructions until both the real-time vibration amplitude and frequency fall within the preset safety range. This step is initiated immediately after the faulty component is determined to be capable of automatic adjustment. The entire process continues with dynamic adjustments until the vibration is effectively suppressed.

[0039] 105. Based on the vibration data, determine the vibration amplitude peak value and the corresponding vibration frequency of the elevator car, and generate a vibration amplitude change curve.

[0040] The peak vibration amplitude refers to the maximum value that the elevator car vibration amplitude can reach within a certain period of time, which reflects the strongest degree of vibration; the corresponding vibration frequency refers to the frequency value of the car vibration at that moment when the vibration amplitude peak occurs; the vibration amplitude change curve refers to a curve drawn with time as the horizontal axis and vibration amplitude as the vertical axis, which is used to intuitively display the change trend of the car vibration amplitude over time, including the rising stage, peak stage and attenuation stage of vibration. Specifically, when the control system determines that a faulty component is unable to automatically adjust operating parameters, it immediately conducts an in-depth analysis of the vibration data. It extracts vibration amplitude data from the vibration data buffer for the most recent period (e.g., 5-10 seconds after the vibration occurred). Using a peak detection algorithm (such as threshold-based peak detection or wavelet transform peak detection), it identifies the maximum value, which is defined as the vibration amplitude peak, and records the vibration frequency corresponding to the peak. Simultaneously, the control system arranges the continuously collected vibration amplitude data in chronological order, using a data visualization module to generate a vibration amplitude curve. The curve clearly identifies the vibration's starting point, rising phase, peak point, and decay phase. For example, if the elevator car vibration is caused by an earthquake, the vibration amplitude curve may show a rapid rise to a peak followed by a gradual, slow decay. If the vibration is caused by a momentary slack in the wire rope, the curve may exhibit a sudden, sharp peak followed by a rapid decay. The generated vibration amplitude curve, along with the determined peak amplitude and corresponding frequency, is stored in the data processing module, providing critical data support for subsequent braking force calculation and application timing. This step is executed immediately after the faulty component is determined to be unable to be automatically adjusted, ensuring that the vibration characteristic parameters are quickly obtained, laying the foundation for the next step of the operation.

[0041] 106. Calculate a braking force value for suppressing the shaking of the elevator car according to the vibration amplitude peak value, the corresponding vibration frequency, and the weight of the elevator car.

[0042] The weight of an elevator car affects its inertia, which in turn influences the calculated braking force. Braking force, measured in Newtons (N), is the amount of force required to prevent or reduce car sway. This effectively suppresses sway without causing additional damage to the car or its components.

[0043] Specifically, once the control system determines that the faulty component cannot be automatically adjusted, it enters the braking force calculation phase. The control system first extracts the peak vibration amplitude (unit: m) and the corresponding vibration frequency (unit: Hz) from the vibration data. It also obtains the car weight (unit: kg) data monitored in real time by the weight sensor. These data are then substituted into the preset braking force calculation formula: Braking force value (N) = Peak vibration amplitude × Vibration frequency² × Car weight × Gravity acceleration (9.8 m / s²). For example, for a peak vibration amplitude of 0.003 m (3 mm), a corresponding vibration frequency of 8 Hz, and a car weight of 1200 kg, the braking force value = 0.003 × 8² × 1200 × 9.8 = 2257.92 N. The calculated result is rounded to the nearest integer, resulting in 2258 N. This value is stored in the control system and provides an accurate basis for applying the braking force in the next step.

[0044] 107. Based on the vibration amplitude change curve and the change trend of the vibration frequency, when the vibration amplitude decreases from the peak value to the preset vibration threshold, the braking force value is applied to the elevator car along the main vibration direction, and the main vibration direction refers to the direction in the three-dimensional space where the amplitude of the elevator car is the largest.

[0045] The vibration frequency trend refers to the direction of change over a period of time, such as a gradual increase, decrease, or stability, which can reflect the changing state of the vibration energy. The preset vibration threshold is a vibration amplitude value pre-set by the control system. When the vibration amplitude decreases to this value, it indicates that the vibration intensity has weakened to a level suitable for applying braking force. The preset vibration threshold is generally determined based on elevator safety standards and experimental data. For example, it can be set to 40% of the peak vibration amplitude. The primary vibration direction is the direction of the elevator car's maximum amplitude in three-dimensional space (X, Y, and Z axes), which can be horizontal (left and right, front and back) or vertical (up and down). It is the key direction for applying braking force.

[0046] Specifically, when the car sway reaches its peak, the control system begins tracking the decay of the vibration amplitude and observing the frequency trend. A downward trend in frequency indicates that the sway energy is decreasing, and applying braking force at this time is more effective. When the control system detects that the vibration amplitude has decreased from its peak to a preset vibration threshold, it determines that this is the optimal time to apply braking force. For example, if the peak vibration amplitude is 3mm and the preset vibration threshold is 1.2mm, the control system immediately triggers a braking force application command when the curve shows the vibration amplitude drops to 1.2mm. The control system then controls the corresponding braking device based on the previously determined dominant vibration direction. If the dominant vibration direction is horizontal, the control system controls the horizontal braking mechanisms on both sides of the car that contact the guide rails to clamp the guide rails according to the calculated braking force value, generating horizontal braking force. If the dominant vibration direction is vertical, the control system controls the traction motor's brakes or the buffer brake mechanism at the bottom of the car to apply vertical braking force. This step precisely controls the timing and direction of braking force application to maximize the braking force's effectiveness in suppressing sway.

[0047] 108. Move the elevator car to the floor closest to the elevator car and stop running.

[0048] The floor closest to the elevator car's location is the closest available floor, based on the car's current position within the hoistway. This is the passenger evacuation target floor determined by the control system. A halt occurs when the car reaches the target floor and completes leveling, halting operation until maintenance personnel can inspect it. Specifically, the control system first uses previously acquired car position information, combined with the floor position data stored in the hoistway, to quickly calculate and determine the floor closest to the car's current position. If the car is located between two floors and the distance difference is small, the control system may prioritize the lower floor to reduce potential risks. After determining the target floor, the control system controls the elevator car to move toward the target floor at a low, safe speed (typically ≤0.5m / s). When the car reaches the target floor and completes leveling (the car sill is aligned with the floor sill within ≤5mm), the car and landing doors open and voice prompts guide passengers to evacuate. After the car stops running, the control system issues a fault alarm signal, notifying maintenance personnel for inspection and will not respond to new operation instructions until the fault is resolved. This step ensures that passengers can evacuate the car safely and quickly.

[0049] The automatic rapid first aid method for elevator emergencies in the embodiment of the present application first collects the operating data and vibration data of the elevator car in real time to fully capture the real-time status of the car, providing an accurate original basis for subsequent fault judgment and first aid strategy formulation. Based on these data, the control system uses a preset fault feature library for matching analysis to quickly locate the fault component that causes the vibration, thereby achieving an accurate transition from data perception to fault tracing, laying the foundation for the subsequent selection of differentiated processing solutions; for fault components that can be repaired by parameter adjustment, the control system directly and dynamically optimizes their operating parameters to suppress the further development of vibration from the source and avoid the expansion of the fault; if the component If stability cannot be restored through parameter adjustment, the vibration data is analyzed in depth to extract core features such as vibration peak value, frequency and change curve. Based on these features, a standardized formula is used to calculate the braking force value that matches the vibration intensity and car load. Subsequently, the control system applies braking force accurately along the main vibration direction according to the vibration attenuation trend when the vibration intensity drops to an appropriate threshold, effectively suppressing the inertial sway of the car. In this process, vibration feature analysis provides key input for the braking force calculation, and accurate timing judgment ensures the maximum suppression effect of the braking force. Finally, after the car sway is effectively controlled, the control system guides the car to stop smoothly at the nearest floor to complete the evacuation of passengers. This progressive operation forms a complete risk control closed loop. Through the mutual support and synergy of technical means in each link, it achieves the accuracy of vibration suppression, the pertinence of fault handling and the safety of the evacuation process, significantly improving the elevator's ability to protect passengers in emergency situations.

[0050] After combining the above content, the following is a more detailed description of the process of the method provided by this implementation. Figure 2 , is another flow chart of the automatic and rapid first aid method for elevator emergency situations in an embodiment of the present application.

[0051] 201. Obtain the operation data and vibration data of the elevator car. The operation data includes the elevator car weight, elevator car position, and operating parameters of each component. The vibration data includes vibration frequency, vibration direction, and vibration amplitude. (This step has been described in 101 and will not be repeated here.) 202. Match the operating data with a preset fault signature database to determine the faulty component. The preset fault signature database stores a database of typical data features of faults of different components. (This step has been described in 102 and will not be repeated here.) 203. Determine whether the operating parameters of the faulty component can be adjusted based on the type of the faulty component. (This step has been described in 103 and will not be repeated here.) 204. If yes, calculate the force value between the faulty component and the adjacent components based on the operating parameters of the components and the connection relationship between the components, where the connection relationship includes stiffness coefficient, structural characteristics and connection distance.

[0052] The connection relationship between components refers to the physical connection properties and interaction characteristics between different components, and is an important basis for analyzing the scope of fault impact. The stiffness coefficient refers to the ability of a material or structure to resist deformation when subjected to force, and is measured in Newtons per meter (N / m). For example, the stiffness coefficient of the connection between the traction machine and the car directly affects the efficiency of force transmission. Structural characteristics refer to the inherent properties of the component, such as the geometry, material, and load-bearing capacity, such as the flexibility of the wire rope and the rigidity of the guide rail, which determine the deformation pattern of the component after being subjected to force. The connection distance refers to the physical distance between two adjacent components, measured in meters (m), and affects the transmission path and attenuation of force between components. The force value between the faulty component and the adjacent component refers to the magnitude of the force exerted on the adjacent component by the faulty component due to its abnormal state, and is measured in Newtons (N).

[0053] Specifically, the control system retrieves data from a database regarding the connection between the faulty component (e.g., the hoist) and adjacent components (e.g., the wire rope), including the stiffness coefficient k, connection distance L, and structural characteristics (e.g., the rigid connection correction factor c = 1). Combined with component operating parameters, such as the displacement deviation Δx (in meters) caused by the traction motor due to the fault, the force is calculated using the formula: F = k × Δx × c. For example, with a traction motor displacement deviation of 0.002 m, a stiffness coefficient of 8000 N / m, and a rigid connection correction factor of 1, the force is F = 8000 × 0.002 × 1 = 16 N. For a flexible connection (c = 0.8), F = 8000 × 0.002 × 0.8 = 12.8 N. This calculation provides a mechanical foundation for subsequent vibration transmission analysis, ensuring the quantitative accuracy of the force assessment.

[0054] 205. Based on the vibration data and the connection relationship between the components, calculate the vibration transfer coefficient between the faulty component and the adjacent component, where the vibration transfer coefficient represents the attenuation characteristics of the vibration on the transmission path.

[0055] Vibration data includes the vibration frequency f (Hz) and vibration amplitude A (m) of the faulty component, which are used to reflect the intensity of the vibration source; the vibration transfer coefficient (T) is the ratio of energy transferred from the faulty component to the adjacent component. It has no units and ranges from 0 to 1. The closer T is to 1, the smaller the attenuation. The attenuation characteristics of the transfer path refer to the energy loss pattern caused by structural damping, distance, etc. during vibration propagation, which is directly quantified through the transfer coefficient.

[0056] Specifically, after the force values ​​are calculated, the control system uses vibration data and connection relationships to calculate the transmission coefficient. Based on vibration theory, the transmission coefficient formula is T = 1 / (1 + (2πf × L / (c × v))²), where L is the connection distance (m), c is the structural damping coefficient (for example, c = 0.2 for a rigid connection and c = 0.8 for a flexible connection), and v is the vibration wave velocity (for example, 340 m / s in an elevator structure). For example, if the faulty component has a vibration frequency of f = 10 Hz, a connection distance L = 2 m, and a rigid connection c = 0.2, then T = 1 / (1 + (2 × 3.14 × 10 × 2 / (0.2 × 340))²) ≈ 0.225. If the connection c = 0.8, then T = 1 / (1 + (125.6 / (0.8 × 340))²) ≈ 0.826. The calculated results intuitively reflect the vibration transmission efficiency of different connection methods and provide a basis for identifying affected components.

[0057] 206. Determine the affected adjacent components based on the force value and the vibration transfer coefficient.

[0058] Specifically, the control system compares the force value (F) and the transfer coefficient (T) with the threshold values ​​respectively. The force threshold (F0) is the upper limit of the safe force of the component preset by the control system (such as 5N). When the actual force value F≥F0, the component is at risk of mechanical damage; the transfer coefficient threshold (T0) is the preset critical value of vibration influence (such as 0.3). When T≥T0, the component is significantly affected by vibration. Affected adjacent components refer to components that meet both F≥F0 and T≥T0. For example, the force value of the wire rope of the adjacent component is F=16N≥F0=5N, and the transfer coefficient T=0.4≥T0=0.3, which is determined to be an affected component. The control system uses double threshold screening to ensure that both mechanical force overload and vibration transmission risk modes are covered to avoid missing potential fault points.

[0059] 207. Assign different weight coefficients to the force value and the vibration transfer coefficient, calculate priority scores of the faulty component and the affected adjacent components, and prioritize the priority scores.

[0060] The weight coefficient is the indicator importance weight assigned by the control system, for example: the force value weight w1=0.6, the transfer coefficient weight w2=0.4; the priority sorting is the order of adjusting the components arranged from high to low according to S.

[0061] Specifically, the control system first normalizes the force values: F_norm = F / F_max (F_max is the maximum F among all components, and F_norm is the normalized result of the force values). For example, if the faulty component has F = 20N (F_max = 20), F_norm = 1; the wire rope has F = 16N, F_norm = 0.8; and the guide pulley has F = 3N, F_norm = 0.15. Based on the transfer coefficient T, the faulty component S = 0.6 × 1 + 0.4 × 0.826 = 0.93; the wire rope S = 0.6 × 0.8 + 0.4 × 0.225 = 0.57; and the guide pulley S = 0.6 × 0.15 + 0.4 × 0.826 = 0.42. The ranking result is: faulty component (0.93) > wire rope (0.57) > guide pulley (0.42). This clarifies the order of parameter adjustment and ensures that high-risk components are addressed first.

[0062] 208. Adjust the operating parameters of the components one by one based on the priority ranking until the real-time vibration amplitude and the real-time vibration frequency are reduced to within a preset safety range.

[0063] The method specifically includes steps 2081 to 2084, which are not shown in the figure.

[0064] 2081. Adjust the operating parameters of the components one by one based on the priority ranking, and obtain real-time vibration data of the components after each adjustment of the parameters of the components.

[0065] Real-time vibration data refers to the data such as component vibration frequency, amplitude, and direction collected instantly by sensors after parameter adjustment, which is used to evaluate the adjustment effect.

[0066] Specifically, the control system adjusts parameters according to the priority ranking determined in step 207, starting with the component with the highest score. For example, the speed parameter of the faulty traction motor is adjusted first, from 1000 r / min to 900 r / min. Once the adjustment is complete, the control system immediately collects real-time vibration data from the traction motor and surrounding components using the accelerometer on the top of the car and the component's built-in vibration sensor. This data includes information on whether the vibration frequency and amplitude have decreased after the adjustment. After each component parameter adjustment is completed, the control system obtains the vibration data after the adjustment to ensure that the data truly reflects the impact of a single parameter change, providing an accurate basis for the next step of effectiveness judgment.

[0067] 2082. Based on whether the real-time vibration data is within a preset safety range, determine the validity of the adjusted operating parameters.

[0068] The preset safety range is the vibration parameter range pre-set by the control system, including the vibration amplitude safety threshold (such as ≤0.5mm) and the vibration frequency safety threshold (such as ≤5Hz). This range is determined based on elevator safety standards and human comfort requirements.

[0069] Specifically, after acquiring the adjusted real-time vibration data, the control system immediately compares it with the preset safety range. For example, if the preset vibration amplitude safety threshold is 0.5mm and the frequency threshold is 5Hz, if adjusting the traction machine parameters reduces the real-time vibration amplitude to 0.3mm and the frequency to 4Hz, both within the safety range, the adjusted parameters are considered valid. If the vibration amplitude remains 0.8mm and the frequency remains 7Hz after adjustment, both outside the safety range, the parameter adjustment is considered invalid. This step, through quantitative comparison, avoids subjective judgment errors and ensures the objectivity of the adjustment effect evaluation.

[0070] 2083. If so, determine that the adjusted operating parameters are valid data.

[0071] Valid data refers to operating parameters that have been verified to control vibration within a safe range and can be used as temporary operating standards for the component.

[0072] Specifically, when real-time vibration data falls within a preset safety range, the control system automatically marks the adjusted operating parameters as valid. For example, if the adjusted speed of a traction motor is 900 rpm, it is confirmed as valid. The control system records the corresponding vibration improvement (e.g., a 40% reduction in amplitude) and sends the parameter to the component control system, ensuring continued operation at that parameter. The control system also stores the valid data in a database, providing a reference for subsequent troubleshooting of similar issues and ensuring traceability of parameter adjustments.

[0073] 2084. If not, restore the operating parameters of the component to the data before adjustment, classify the component as a component whose operating parameters cannot be automatically adjusted, and adjust the next component.

[0074] Restoring the data before adjustment means resetting the component operating parameters to the original values ​​before adjustment to avoid invalid parameters causing increased vibration; components whose operating parameters cannot be automatically adjusted refer to components whose vibration status cannot be improved through parameter adjustment, and their failures require external maintenance rather than automatic optimization of the control system; adjusting the next component means skipping the current invalid component and executing the parameter adjustment process for the next component in priority order.

[0075] Specifically, if the real-time vibration data exceeds the preset safety range, the control system immediately triggers the parameter recovery mechanism and resets the component parameters to the values ​​before adjustment, such as restoring the traction motor speed from 900r / min to 1000r / min to prevent further deterioration of the vibration. At the same time, the control system marks the component as a "component whose operating parameters cannot be automatically adjusted" in the component attribute database and will no longer attempt to automatically adjust its parameters. The control system then selects the next component by priority and repeats the parameter adjustment process of step 2081, ensuring that resources are concentrated on potentially effective component adjustments and improving overall emergency response efficiency.

[0076] 209. If not, determine the vibration amplitude peak value and the corresponding vibration frequency of the elevator car based on the vibration data, and generate a vibration amplitude change curve.

[0077] The method specifically includes steps 2091 to 2094, which are not shown in the figure.

[0078] 2091. Obtain the acceleration components of the elevator car in three axes, and calculate the instantaneous vibration amplitude of the elevator car using a vibration amplitude formula, where the three axes include the X axis, the Y axis, and the Z axis.

[0079] The three-axis acceleration components refer to the acceleration data of the car in the three perpendicular directions in space collected by the multi-axis accelerometer. The X-axis usually corresponds to the horizontal left and right direction of the car, the Y-axis corresponds to the horizontal front and back direction, and the Z-axis corresponds to the vertical up and down direction. The unit is meter per second squared (m / s²). The instantaneous vibration amplitude refers to the distance the car deviates from the equilibrium position at a certain moment. The unit is meter (m) or millimeter (mm), which is used to reflect the strength of the instantaneous vibration.

[0080] Specifically, the control system uses a three-axis acceleration sensor installed on the top of the car to synchronously collect real-time acceleration data in the X, Y, and Z axes. For example, the acceleration of the X axis is 1.2m / s², the Y axis is 0.8m / s², and the Z axis is 2.5m / s². The instantaneous vibration amplitude is calculated using the vibration amplitude formula A=√(a X ²+a ᵧ ²+a z ²) / (2πf)² (where a X 、a ᵧ 、a z The calculation is performed using the acceleration components for each of the three axes, with f being the current vibration frequency. Assuming the current vibration frequency is 8 Hz, the instantaneous vibration amplitude A = √(1.2²+0.8²+2.5²) / (2×3.14×8)² ≈ 0.00114 m (or 1.14 mm). This calculation converts the acceleration signal into an intuitive vibration amplitude, providing a quantitative indicator for subsequent analysis.

[0081] 2092. Arrange the instantaneous vibration amplitudes in chronological order to generate time series data of the vibration amplitudes.

[0082] Time sequence arrangement refers to the process of sorting the instantaneous vibration amplitudes collected at different times in chronological order according to the time of collection; time series data refers to a data set with time as the index and vibration amplitude as the numerical value, which is expressed as the corresponding relationship between time and amplitude, such as "A=1.14mm at t=1s, A=1.32mm at t=2s", etc., which is used to show the change pattern of vibration amplitude over time.

[0083] Specifically, the control system collects the instantaneous vibration amplitude at a fixed time interval (e.g., every 0.1 seconds), and stores the timestamp of each collection in association with the corresponding vibration amplitude value. For example, after collecting 100 sets of data continuously, a time series containing 100 time points and their corresponding amplitude values ​​is generated, such as [(t1, A1), (t2, A2), ..., (t 100 , A 100 The data can be stored in a table or array format to provide the original sequence for subsequent extraction of peak points and generation of change curves.

[0084] 2093. Based on the vibration data, extract the peak point of the vibration amplitude from the time series data, and determine the vibration frequency corresponding to the peak point.

[0085] The peak point refers to the point in the time series data where the vibration amplitude is greater than the amplitudes of the adjacent moments before and after, that is, the local maximum point, reflecting the moment when the vibration is most intense; the corresponding vibration frequency refers to the vibration frequency of the car at the moment when the peak point occurs, which is used to analyze the speed characteristics of the peak vibration.

[0086] Specifically, the control system performs peak detection on the time series data and identifies the peak point through the sliding window method (such as comparing the amplitude at a certain moment with the average amplitude of the previous 0.5 seconds and the next 0.5 seconds). For example, in the time series, it is found that the vibration amplitude at t=5s is 2.3mm, and the amplitudes of the adjacent moments before and after are 1.8mm and 1.9mm respectively. This point is determined to be the peak point. At the same time, the control system retrieves the vibration frequency data corresponding to the peak point (obtained through spectral analysis of the acceleration sensor signal). If the frequency is 10Hz at this time, the peak point information is recorded as "t=5s, A=2.3mm, f=10Hz". This step accurately locates the characteristics of the strongest vibration moment and provides key parameters for braking force calculation.

[0087] 2094. Arrange and interpolate the time series data to generate a vibration amplitude variation curve, wherein the vibration amplitude variation curve has time as the horizontal axis and vibration amplitude as the vertical axis.

[0088] Sorting processing refers to the process of denoising time series data and eliminating outliers (such as sudden changes in data reported by sensors in error) to ensure data accuracy; interpolation processing refers to the use of mathematical methods (such as linear interpolation and cubic spline interpolation) to supplement intermediate data when there is missing data or uneven intervals in the time series to make the curve smooth and continuous; the vibration amplitude change curve is a graph that intuitively shows the increase and decrease of vibration amplitude over time. The horizontal axis is time (unit: seconds) and the vertical axis is vibration amplitude (unit: mm), which is used to analyze the characteristics of the rise, peak and attenuation stages of vibration.

[0089] Specifically, the control system first filters and de-noises the time series data, removing outliers that significantly deviate from the normal range (such as a 5mm instantaneous amplitude due to sensor interference). If the data is unevenly spaced (e.g., no data is collected within a 0.2-second period), linear interpolation is used to supplement the data points. For example, between t=3s (A=1.5mm) and t=3.2s (A=1.8mm), the amplitude value at t=3.1s is supplemented to 1.65mm. After processing, a curve is generated with time as the horizontal axis and vibration amplitude as the vertical axis. The curve clearly marks the rising phase (amplitude increases over time), the peak point (maximum amplitude), and the decay phase (amplitude decreases over time). For example, the curve shows a rising phase from 0 to 3s, a peak of 2.3mm at 3s, and a decay phase from 3 to 10s, with the amplitude dropping to 0.5mm at 10s. This curve provides a visual basis for determining the timing of braking force application.

[0090] 210. Calculate a braking force value for suppressing shaking of the elevator car according to the vibration amplitude peak value, the corresponding vibration frequency, and the weight of the elevator car.

[0091] Step 210 has been described in step 106 and will not be repeated here. However, after step 210, there are steps 2101 to 2103, which are not shown in the figure.

[0092] 2101. Obtain the wear value of the guide rail, and calculate the wear correction coefficient based on the proportional relationship between the wear value and the preset maximum allowable wear threshold.

[0093] The guide rail wear value refers to the amount of material loss caused by friction, extrusion, etc. during long-term use. The unit is millimeter (mm), which reflects the actual degree of wear of the guide rail. The preset maximum allowable wear threshold is the maximum wear limit for safe use of the guide rail set in advance by the control system. The unit is millimeter (mm). This threshold is determined based on the guide rail material, elevator load standards and safety regulations. The wear correction coefficient is a dimensionless parameter used to correct the braking force value. Its size is positively correlated with the degree of guide rail wear. The value range is usually between 0.9-1.1. The more severe the wear, the larger the correction coefficient to compensate for the impact of changes in the guide rail friction coefficient on the braking force.

[0094] Specifically, the control system uses the guide rail wear sensor to collect the current guide rail wear value in real time. For example, if the wear value of a certain guide rail section is detected to be 0.6mm, the maximum allowable wear threshold is preset to 1.5mm. The wear correction factor is calculated based on the proportional relationship: wear correction factor = 1 + (wear value / preset maximum allowable wear threshold) × 0.1 (where 0.1 is the correction factor adjustment factor). Substituting the data into the formula, the wear correction factor is 1 + (0.6 / 1.5) × 0.1 = 1.04. If the wear value reaches 1.5mm (i.e., the maximum threshold), the correction factor is 1 + (1.5 / 1.5) × 0.1 = 1.1. In this case, the braking force must be increased to compensate for the insufficient friction caused by excessive guide rail wear. If the wear value is 0, the correction factor is 1, and no braking force adjustment is required due to guide rail wear. This step quantifies the impact of guide rail wear on braking force, ensuring that the braking force calculation more accurately reflects actual operating conditions.

[0095] 2102. Obtain the acceleration of the elevator car, and calculate the vibration force value of the elevator car during movement in combination with the weight of the elevator car.

[0096] The acceleration of an elevator car refers to the rate of change of the car's velocity during vibration. It is collected by an accelerometer inside the car and is measured in meters per second squared (m / s²). It includes both horizontal and vertical acceleration components. The vibration force value refers to the inertial force generated by the acceleration of the car during vibration. The value is measured in Newtons (N). It reflects the dynamic impact force of the car when it shakes and is an important parameter for correcting the braking force.

[0097] Specifically, the control system uses an accelerometer to obtain the real-time acceleration of the car in the primary vibration direction, for example, a horizontal acceleration of 2.5 m / s². Combined with the car weight (e.g., 1200 kg), the vibration force F1 is calculated according to Newton's second law: F1 = car weight × acceleration. Substituting this data, we obtain F1 = 1200 kg × 2.5 m / s² = 3000 N. If the car also has a vertical acceleration (e.g., 1.0 m / s²), the combined acceleration must be calculated (via vector synthesis) before calculating the vibration force. For example, the combined acceleration is √(2.5² + 1.0²) ≈ 2.69 m / s², corresponding to a vibration force of 1200 × 2.69 ≈ 3228 N. This vibration force reflects the dynamic energy of the car's sway and must be compensated for in the braking force to ensure effective suppression.

[0098] 2103. Calculate the corrected braking force value based on the braking force value, the vibration force value, and the wear correction coefficient.

[0099] The braking force value refers to the basic braking force calculated in step 210, which is used to initially suppress car sway. The corrected braking force value refers to the final braking force obtained by adjusting the impact of vibration force and guide rail wear, and the unit is Newton (N). This ensures that the braking force can both offset the vibration force and adapt to the wear state of the guide rail to achieve effective braking.

[0100] Specifically, the control system calculates the corrected braking force using the formula: (braking force + vibration force) × wear correction coefficient. For example, if the braking force calculated in step 210 is 2258N, the vibration force obtained in step 2102 is 3000N, and the wear correction coefficient obtained in step 2101 is 1.04, the corrected braking force is (2258 + 3000) × 1.04 ≈ 5468N. If the vibration force is smaller (e.g., 500N) and the wear correction coefficient is 0.95 (mild wear), the corrected braking force is (2258 + 500) × 0.95 ≈ 2620N. This calculation compensates for dynamic impact by superimposing the vibration force and adapting the guide rail state using the wear correction coefficient, making the braking force more accurate and effective. This avoids sway suppression failure due to insufficient braking force or component damage caused by excessive braking force.

[0101] 211. Based on the vibration amplitude change curve and the vibration frequency change trend, when the vibration amplitude weakens from the peak value to the preset vibration threshold, the braking force value is applied to the elevator car along the main vibration direction, and the main vibration direction refers to the direction in the three-dimensional space where the amplitude of the elevator car is the largest.

[0102] The method specifically includes steps 2111 to 2114, which are not shown in the figure.

[0103] 2111. Extract the main vibration direction, peak value and vibration amplitude change trend from the vibration amplitude change curve, and determine the direction of the braking force, which is the opposite direction of the main vibration direction.

[0104] The primary vibration direction refers to the spatial direction with the largest amplitude and most concentrated energy in the vibration amplitude variation curve. It is determined by comparing the vibration amplitude peaks along the X-axis (horizontally left and right), Y-axis (horizontally front and back), and Z-axis (vertically up and down). For example, if the X-axis amplitude peak is 3mm, the Y-axis is 1.5mm, and the Z-axis is 2mm, then the primary vibration direction is the X-axis. The peak value refers to the maximum amplitude value in the vibration amplitude variation curve and is a quantitative indicator of the most intense vibration. The vibration amplitude variation trend refers to the increase or decrease in the amplitude of the curve over time, including the rising phase (increasing amplitude), the peak phase (maintaining near the maximum amplitude), and the decay phase (decreasing amplitude). The braking force action direction refers to the direction in which the braking force is applied to offset vibration, which is opposite to the primary vibration direction. For example, if the primary vibration direction is the positive direction of the X-axis (to the right), then the braking force action direction is the negative direction of the X-axis (to the left), thereby suppressing shaking through the reverse force.

[0105] Specifically, the control system performs a multi-dimensional analysis of the vibration amplitude change curve. First, it extracts the amplitude peaks of the three axes X, Y, and Z, and determines the main vibration direction by comparison. For example, the curve shows that the X-axis reaches an amplitude peak of 3mm at t=5s, which is significantly higher than other axes. Therefore, it is determined that the main vibration direction is the X-axis. At the same time, the control system identifies the changing trend of the curve: 0-3s is the rising stage (the amplitude increases from 0 to 2mm), 3-7s is the peak stage (the amplitude is maintained at 2.5-3mm), and after 7s it enters the attenuation stage (the amplitude gradually decreases). Based on the main vibration direction, the control system determines that the direction of the braking force is the opposite direction, that is, if the main vibration direction is the positive direction of the X-axis, the braking force needs to be applied along the negative direction of the X-axis. This step ensures that the braking force can directly offset the main vibration energy by clarifying the direction of force action, thereby improving the suppression efficiency.

[0106] 2112. Extract the changing rules of the frequency peak and frequency attenuation stages from the changing trend of the vibration frequency.

[0107] The frequency peak refers to the maximum frequency value that appears in the frequency change trend, reflecting the moment when the vibration is fastest; the change pattern of the frequency attenuation stage refers to the changing characteristics after the frequency enters the decline stage, including the attenuation speed (such as a decrease of 1Hz per second), whether it is linear attenuation, etc., which is used to judge the dissipation pattern of vibration energy.

[0108] Specifically, the control system converts the vibration signal into frequency domain data through Fourier transform, generating a "time-frequency" change curve. For example, the curve shows that the frequency rises from 2Hz to 8Hz (frequency peak) within 0-4s, and the frequency linearly decreases from 8Hz to 3Hz within 4-10s, and maintains at around 3Hz after 10s. The control system extracts the frequency peak as 8Hz and analyzes the attenuation stage pattern: the frequency decays linearly at a rate of approximately 0.83Hz / s within 4-10s ((8-3) / (10-4) ≈ 0.83). These characteristics reflect the changes in vibration energy. The frequency peak corresponds to the moment when the energy is most concentrated, while the attenuation pattern reflects the speed at which the energy dissipates, providing a frequency dimension basis for subsequently determining the timing of applying the braking force.

[0109] 2113. Based on the variation trend of the vibration amplitude and the variation law of the frequency attenuation stage, determine the time point when the vibration amplitude and the vibration frequency simultaneously enter the attenuation stage from the peak value.

[0110] The time point of entering the attenuation stage at the same time refers to the first common time point when the vibration amplitude and vibration frequency both begin to decrease from their respective peak values. This time point marks the beginning of the controllable dissipation of vibration energy, which is the ideal window period for applying braking force.

[0111] Specifically, the control system aligns the vibration amplitude trend with the frequency attenuation phase pattern in the time dimension. For example, the amplitude trend indicates that the attenuation phase begins after 7 seconds (the amplitude begins to decrease from 3mm), while the frequency attenuation phase pattern indicates that the attenuation phase begins after 4 seconds (the frequency begins to decrease from 8Hz). Comparison reveals that 7 seconds is the first common time point at which both have entered the attenuation phase: the amplitude has already dropped from its peak (2.8mm < 3mm at 7 seconds), and the frequency is also in the attenuation phase (6Hz < 8Hz at 7 seconds). Therefore, the control system determines this time point as 7 seconds. If the amplitude enters the attenuation phase at 5 seconds, and the frequency also enters the attenuation phase at 5 seconds, then 5 seconds is the common time point. This step ensures that the vibration energy has dissipated when the braking force is applied by finding the point at which the amplitude and frequency attenuation are coordinated. At this point, external force intervention can maximize the suppression effect while avoiding secondary impact caused by applying force at the peak of vibration.

[0112] 2114. At this time point, apply the braking force value to the elevator car along the direction of the braking force.

[0113] Applying the braking force value refers to the operation of the control system applying force to the elevator car in a specified direction and time point according to the calculated braking force value.

[0114] Specifically, the control system triggers the braking command when a certain time point (such as 7 seconds) is reached. Taking the case where the main vibration direction is the positive direction of the X-axis and the braking force value is 5468N as an example, the control system controls the movement of the brake calipers in the negative direction of the X-axis on both sides of the car, and uses the hydraulic drive mechanism to make the brake pads contact the guide rails, and accurately applies a braking force of 5468N at 7 seconds. During the application process, the control system monitors the actual braking force in real time through the force sensor to ensure that it is consistent with the target value (error ≤ 5%). At the same time, the control system continuously collects vibration data to verify the effect of the braking force: if the amplitude drops rapidly from 2.8mm to 1.0mm and the frequency drops from 6Hz to 2Hz after 7 seconds, it means that the braking force has effectively suppressed the vibration. This step applies a reverse force at the initial stage of energy dissipation, relying on the vibration's own attenuation trend and the synergistic effect of external forces to quickly reduce the shaking intensity and create stable conditions for subsequent docking.

[0115] 212. Acquire feedback vibration data of the elevator car after the braking force value is applied in real time, and continuously compare the feedback vibration data with a preset safety range to determine whether the elevator car is finally in a stable state.

[0116] Feedback vibration data refers to the cabin vibration parameters collected in real time by sensors after the braking force is applied, including vibration amplitude, frequency, direction, etc., which are used to evaluate the actual suppression effect of the braking force; stable state means that the cabin vibration parameters are within the preset safety range.

[0117] Specifically, feedback vibration data is obtained (with a sampling frequency of 100Hz to ensure real-time data). For example, after the braking force is applied, the vibration amplitude collected in the first second is 1.2mm and the frequency is 6Hz, in the second second it is 0.8mm and 5Hz, and in the third second it is 0.6mm and 4Hz. The control system compares this data with the preset safety range (amplitude ≤ 0.5mm, frequency ≤ 5Hz) second by second to determine whether the car is transitioning to a stable state. If the data continues to decrease and reaches the safe range, it means that the braking force is effective; if the data fluctuates greatly or rebounds, it indicates that the elevator car is not yet in a stable state. This step ensures that the control system promptly grasps the braking force effect through closed-loop feedback to avoid continued shaking due to insufficient single application.

[0118] 213. If not, use the feedback vibration data as new vibration data and recalculate the braking force value until the feedback vibration data is within the preset safety range.

[0119] The new vibration data refers to the feedback vibration data when the stable state is not reached, including the current vibration amplitude, frequency, car weight, etc., which is used to recalculate the braking force value adapted to the current state. The new vibration data is input into step 209 and executed again.

[0120] Specifically, if the feedback vibration data does not enter the preset safety range (e.g., amplitude 0.6mm>0.5mm at the 3rd second, frequency 4Hz≤5Hz), the control system determines that the car is not stable. At this time, the current feedback vibration data (amplitude 0.6mm, frequency 4Hz, car weight 1200kg) is used as a new input parameter and input into step 209. The braking force value adapted to the current state is recalculated according to the step flow, and the new application timing and direction are determined according to the step flow, and the braking force is applied again. If the amplitude drops to 0.4mm and the frequency drops to 3Hz after the second application, entering the safe range, the iteration is stopped; if it still does not meet the standard, the above process is repeated for up to 3 iterations (to avoid excessive braking) to ensure that the car is quickly stabilized within the safe range.

[0121] 214. If yes, determine that the braking force value is the final braking force value.

[0122] The final braking force value refers to the braking force value that can stably control the vibration of the car within the preset safety range. It is the verified effective force value of the control system.

[0123] Specifically, when the feedback vibration data remains within the preset safety range (such as an amplitude of 0.4mm, a frequency of 3Hz, and fluctuations ≤0.1mm, 0.5Hz) for more than 3 seconds, the control system determines that the car has stabilized. At this time, the currently applied braking force value (such as 2800N) is determined as the final braking force value. The control system stores this value in a temporary register and sends a maintenance instruction to the braking device to ensure that the braking force continues to act until the car stops. At the same time, the control system records the final braking force value and the corresponding vibration improvement effect (such as a 70% reduction in amplitude) to provide a reference for subsequent similar fault handling. This step ensures that the car is always in a stable state during the docking process by confirming the effective force value, avoiding the risk of secondary shaking.

[0124] 215. Move the elevator car to the floor closest to the elevator car and stop the operation. (This step has been described in 108 and will not be repeated here.) The automatic rapid first aid method for elevator emergencies in the embodiment of the present application is adopted. First, the operation and vibration data are collected in real time, and the faulty components are located through the fault feature library, laying the foundation for differentiated processing. For adjustable components, the force value and vibration transfer coefficient are calculated, the affected components are determined and the adjustment parameters are sorted. If effective, they are retained; if not, they are restored and the next one is adjusted, so as to suppress vibration from the source. For non-adjustable components, the instantaneous vibration amplitude is first calculated through three-axis acceleration, time series data is generated, the peak value and corresponding frequency are extracted and a change curve is generated; then the corrected braking force is calculated based on the car weight, guide rail wear and vibration force, the direction of action and the timing of application are determined, and the stability is judged through feedback data after application. If it is not stable, the adjustment is repeated until the final braking force is determined after stability, and finally the car is moved to the nearest floor to stop. This closed-loop operation achieves vibration suppression accuracy, targeted fault handling and evacuation safety, and improves the safety guarantee capability in emergency situations.

[0125] The following describes the automatic rapid emergency rescue system for elevators in an embodiment of the present invention from the perspective of hardware processing. Figure 3 , which is a schematic diagram of the physical device structure of the automatic rapid emergency rescue system for elevator emergencies in an embodiment of the present application.

[0126] It should be noted that Figure 3 The structure of the automatic rapid emergency rescue system for elevators shown is only an example and should not limit the functions and scope of use of the embodiments of the present invention.

[0127] like Figure 3 As shown, the elevator emergency automatic rapid emergency rescue system includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes, such as the methods described in the above embodiments, based on programs stored in a read-only memory (ROM) 302 or programs loaded from a storage unit 308 into a random access memory (RAM) 303. RAM 303 also stores various programs and data required for system operation. CPU 301, ROM 302, and RAM 303 are interconnected via a bus 304. An input / output (I / O) interface 305 is also connected to bus 304.

[0128] The following components are connected to the I / O interface 305: an input section 306 including an audio input device, push button switches, and the like; an output section 307 including a liquid crystal display (LCD), an audio output device, indicator lights, and the like; a storage section 308 including a hard disk and the like; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card or a modem. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to the I / O interface 305 as needed. Removable media 311, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 310 as needed, so that computer programs read from the removable media can be installed in the storage section 308 as needed.

[0129] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for executing the methods illustrated in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via the communication section 309 and / or installed from removable media 311. When executed by the central processing unit (CPU) 301, the computer program performs the various functions defined in the present invention.

[0130] It should be noted that specific examples of computer-readable storage media may include, but are not limited to, an electrical connection having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0131] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. Each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings.

[0132] Specifically, the automatic rapid first aid system for elevator emergencies of this embodiment includes a processor and a memory. The memory stores a computer program. When the computer program is executed by the processor, the automatic rapid first aid method for elevator emergencies provided by the above embodiment is implemented.

[0133] As another aspect, the present invention further provides a computer-readable storage medium, which may be included in the automatic rapid emergency rescue system for elevator emergencies described in the above embodiments, or may exist independently and not be incorporated into the automatic rapid emergency rescue system for elevator emergencies. The storage medium carries one or more computer programs, which, when executed by a processor of the automatic rapid emergency rescue system for elevator emergencies, enable the automatic rapid emergency rescue system for elevator emergencies to implement the automatic rapid emergency rescue method for elevator emergencies provided in the above embodiments.

[0134] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0135] As used in the above embodiments, the term “when” may be interpreted to mean “if” or “after” or “in response to determining that” or “in response to detecting that”, depending on the context. Similarly, the phrases “upon determining that” or “if (stated condition or event) is detected” may be interpreted to mean “if determining that” or “in response to determining that” or “upon detecting (stated condition or event)” or “in response to detecting (stated condition or event)”, depending on the context.

[0136] In the above embodiments, all or part of the embodiments can be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments can be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, optical fiber, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., a floppy disk, hard disk, tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive).

[0137] Those skilled in the art will appreciate that all or part of the process steps in the above-described method embodiments can be implemented by a computer program instructing the relevant hardware. The program can be stored in a computer-readable storage medium, and when executed, the program can include the process steps in the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. An automatic rapid first aid method for elevator emergency situations, characterized in that: include: Obtaining operation data and vibration data of the elevator car, wherein the operation data includes elevator car weight, elevator car position, and operating parameters of various components, and the vibration data includes vibration frequency, vibration direction, and vibration amplitude; Matching the operating data with a preset fault feature library to determine the faulty component, wherein the preset fault feature library stores a database of typical data features of faults of different components; Determining, based on the type of the faulty component, whether operating parameters of the faulty component can be adjusted; If so, calculating and adjusting the operating parameters of the faulty component based on the operating data and the vibration data so that the real-time vibration amplitude and real-time vibration frequency of the elevator car are reduced to a preset safety range; If not, determining the vibration amplitude peak value and the corresponding vibration frequency of the elevator car based on the vibration data, and generating a vibration amplitude variation curve; Calculating a braking force value for suppressing the shaking of the elevator car according to the vibration amplitude peak, the corresponding vibration frequency and the weight of the elevator car; Based on the vibration amplitude variation curve and the vibration frequency variation trend, at the moment when the vibration amplitude decreases from a peak value to a preset vibration threshold, applying the braking force value to the elevator car along a main vibration direction, where the main vibration direction refers to a direction in three-dimensional space where the vibration amplitude of the elevator car is the largest; The elevator car is moved to a floor closest to the position of the elevator car and stops running.

2. The method according to claim 1, characterized in that Calculating and adjusting the operating parameters of the faulty component based on the operating data and the vibration data to reduce the real-time vibration amplitude and real-time vibration frequency of the elevator car to a preset safety range, specifically including: Calculating the force between the faulty component and adjacent components based on the operating parameters of the components and the connection relationship between the components, wherein the connection relationship includes stiffness coefficient, structural characteristics, and connection distance; Calculating a vibration transfer coefficient between the faulty component and the adjacent components based on the vibration data and the connection relationship between the components, wherein the vibration transfer coefficient represents an attenuation characteristic of vibration along a transmission path; Determining the affected adjacent components by combining the force value and the vibration transmission coefficient; assigning different weight coefficients to the force values ​​and the vibration transmission coefficients, calculating priority scores of the faulty component and the affected adjacent components, and prioritizing the priority scores; Based on the priority ranking, the operating parameters of the components are adjusted one by one until the real-time vibration amplitude and the real-time vibration frequency are reduced to within a preset safety range.

3. The method according to claim 2, characterized in that Adjusting the operating parameters of the components one by one based on the priority ranking until the real-time vibration amplitude and real-time vibration frequency are reduced to a preset safe range, specifically including: Adjusting the operating parameters of the components one by one based on the priority ranking, and obtaining real-time vibration data of the components after each adjustment of the parameters of the components; Determining the validity of the adjusted operating parameters based on whether the real-time vibration data is within a preset safety range; If so, determining that the adjusted operating parameters are valid data; If not, the operating parameters of the component are restored to the data before adjustment, the component is classified as a component whose operating parameters cannot be automatically adjusted, and the next component is adjusted.

4. The method according to claim 1, wherein Based on the vibration data, determining the vibration amplitude peak value and the corresponding vibration frequency of the elevator car and generating a vibration amplitude variation curve specifically includes: Obtaining acceleration components of the elevator car in three axes, and calculating the instantaneous vibration amplitude of the elevator car using a vibration amplitude formula, wherein the three axes include an X axis, a Y axis, and a Z axis; Arranging the instantaneous vibration amplitudes in chronological order to generate time series data of the vibration amplitudes; Based on the vibration data, extracting a peak point of the vibration amplitude from the time series data, and determining a vibration frequency corresponding to the peak point; The time series data is sorted and interpolated to generate a vibration amplitude change curve, wherein the vibration amplitude change curve takes time as the horizontal axis and vibration amplitude as the vertical axis.

5. The method according to claim 1, wherein After the step of calculating a braking force value for suppressing the sway of the elevator car according to the vibration amplitude peak value, the corresponding vibration frequency, and the weight of the elevator car, the method further includes: Obtaining a wear value of the guide rail, and calculating a wear correction coefficient based on a proportional relationship between the wear value and a preset maximum allowable wear threshold; Obtaining the acceleration of the elevator car and, in combination with the weight of the elevator car, calculating the vibration force value during the movement of the elevator car; The corrected braking force value is calculated based on the braking force value, the vibration force value, and the wear correction coefficient.

6. The method according to claim 1, characterized in that Based on the vibration amplitude variation curve and the variation trend of the vibration frequency, at the moment when the vibration amplitude decreases from the peak value to the preset vibration threshold value, applying the braking force value to the elevator car along the main vibration direction specifically includes: Extracting the main vibration direction, peak value and vibration amplitude change trend from the vibration amplitude change curve, and determining the braking force action direction, wherein the braking force action direction is the opposite direction of the main vibration direction; Extracting the variation patterns of the frequency peak and the frequency attenuation phase from the variation trend of the vibration frequency; Determining the time point at which the vibration amplitude and the vibration frequency simultaneously enter the attenuation stage from the peak value based on the vibration amplitude change trend and the change law of the frequency attenuation stage; At the time point, the braking force value is applied to the elevator car along the braking force action direction.

7. The method according to claim 1, characterized in that Before the step of moving the elevator car to the floor closest to the elevator car and stopping the operation, the method further comprises: Real-time acquisition of feedback vibration data of the elevator car after the braking force value is applied, and continuous comparison of the feedback vibration data with a preset safety range to determine whether the elevator car is ultimately in a stable state; If not, the feedback vibration data is used as new vibration data to recalculate the braking force value until the feedback vibration data is within the preset safety range; If so, the braking force value is determined to be the final braking force value.

8. An automatic rapid emergency rescue system for elevators, characterized in that: including one or more processors and memory; The memory is coupled to the one or more processors, and is used to store computer program code, where the computer program code includes computer instructions. The one or more processors call the computer instructions to enable the elevator emergency automatic rapid emergency rescue system to execute the method according to any one of claims 1 to 7.

9. A computer-readable storage medium comprising instructions, characterized in that: When the instruction is executed on an automatic rapid emergency rescue system for an elevator, the automatic rapid emergency rescue system for an elevator executes the method according to any one of claims 1 to 7.

10. A computer program product, characterized in that When the computer program product is run on an automatic rapid emergency rescue system for an elevator, the automatic rapid emergency rescue system for an elevator executes the method according to any one of claims 1 to 7.

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